The Anonymous Widower

Could Highbury & Islington And Canada Water Stations Be Connected By A Twelve Trains Per Hour Service?

This article on IanVisits, is entitled More Frequent Trains And A New Station For The London Overground.

This is said.

In a statement, the government agreed to requests for £80.8 million from the GLA to support transport upgrades so that 14,000 homes can be built along the East London Line.

Upgrades include

  • New Bermondsey station, which was originally to be called Surrey Canal Road, will be built.
  • A second entrance will be built at Surrey Quays station.
  • Frequency between Dalston Junction and Clapham Junction stations will be increased from four trains per hour (tph) to six tph.
  • Frequency between Highbury & Islington and Crystal Palace stations will be increased from four tph to six tph.

The frequency upgrades will mean twenty tph between Dalston Junction and Surrey Quays stations, or a tyrain every three minutes as opposed to the  current three minutes and forty-five seconds.

Consider the section of the East London Line that I use most between Highbury & Islington and Canada Water stations via Whitechapel station.

  • Highbury & Islington station has good connections to the Victoria Line, the Northern City Line and the North London Line.
  • Highbury & Islington station is the thirteenth busiest station in the UK.
  • Whitechapel station has good connections to the District and Hammersmith & City Lines, which have recently been increased in Frequency.
  • Whitechapel station will be on Crossrail, when it opens.
  • Canada Water station has a good step-free connection to the Jubilee Line.
  • Canada Water station is the seventeenth busiest station in the UK.
  • Currently, the frequency between Highbury & Islington and Canada Water station is eight tph and after the improvements it will be ten tph.

The frequency increase is to be welcomed but I wonder if it could be better.

Would it be possible that in addition to the proposed changes, the West Croydon and Clapham Junction services should swap Northern terminals, as they do on Sundays.

This would not affect any services South of Dalston Junction, but it would increase the number of services between Dalston Junction and Highbury & Islington via Canonbury to twelve tph.

This would give several benefits.

  1. Passengers changing from the North London Line to go South, would have an easier change at the less-crowded Canonbury station, rather than Highbury & Islington. Canonbury has only one Southbound platform, simpler passenger flows, is fully step-free and as the trains on the East London Line, will be at a higher frequency, the waiting time would be less and a maximum of just five minutes.
  2. Passengers could avoid the cramped Dalston Kingsland, which is not step-free, on many journeys.
  3. Half the trains going North through Dalston Junction would have a cross-platform interchange with the Westbound North London Line at Highbury & Islington.
  4. Passengers going South from Dalston Junction wouldn’t dither about at the bottom of the stairs, trying to ascertain, which train is going first. As there would be sixteen trains per hour leaving on the left island Platform 3/4, only passengers going to New Cross would go right.
  5. Dalston Kingsland and Highbury & Islington is one of the busiest Peak Hour services in the UK. Twelve trains per hour on the alternative route might ease the congestion.
  6. The increased frequency might help, when Arsenal are playing at home.
  7. In some ways, maximising the service between Dalston Junction and Highbury & Islington, compensates for the annoying cut-back of the 277 bus service.

I do feel that swapping the two services so that both six train per hour services terminate at Highbury & Islington could be beneficial.

Hopefully, TfL have got there first! Unless of course, there’s an operational reason, why the swap can’t be done!

 

October 30, 2019 Posted by | Transport | , , , , , , | Leave a comment

Penge Interchange

This map from carto.metro.free.fr shows the lines through Penge West and Penge East stations.

The two stations are a valid out-of-station interchange, but neither is step-free.

Penge East station could be difficult to make step-free, as the footbridge is listed.

I think that it is one of those structures that Network Rail wouldn’t miss, if it was decided to install it at the National Railway Museum.

Could this be one of the reasons, why it has been suggested by Transport for London, that a new station be built, where the lines through the two Penge stations cross.

  • It could be fully step-free.
  • The station would be built on railway land.
  • It would have four tph between Victoria and Bromley South stations.
  • It would have four tph between Highbury & Islington and West Croydon stations.
  • It would have two tph between London Bridge and Caterham stations
  • It might also be possible to have platforms on the Crystal Palace branch, thus adding six tph between Highbury & Islington and Crystal Palace. stations.
  • The station could have Thameslink platforms.

I feel it would offer the following benefits.

  • Better connection between South East and North London.
  • Better connection between South East London and Crossrail, with all its connections.

Penge Interchange might allow the two older Penge stations to be closed.

September 13, 2019 Posted by | Transport | , | 2 Comments

More Frequent Trains And A New Station For The London Overground

The title of this post, is the same as that of this article on IanVisits.

This is said.

In a statement, the government agreed to requests for £80.8 million from the GLA to support transport upgrades so that 14,000 homes can be built along the East London Line.

Upgrades include

  • New Bermondsey station, which was originally to be called Surrey Canal Road, will be built.
  • A second entrance will be built at Surrey Quays station.
  • Frequency between Dalston Junction and Clapham Junction stations will be increased from four trains per hour (tph) to six tph.
  • Frequency between Highbury & Islington and Crystal Palace stations will be increased from four tph to six tph.

The frequency upgrades will mean twenty tph between Dalston Junction and Surrey Quays stations, or a tyrain every three minutes as opposed to the  current three minutes and forty-five seconds.

A few thoughts follow.

Surrey Quays Station Upgrade

Ian’s article says this about the new entrance at Surrey Quays station.

The very cramped Surrey Quays station gets a second entrance, which will run under the main road and be based on the north side, where the shopping centre car park is today. That avoids crossing two busy roads, which can take some time if you’re waiting for the lights to change.

This Google Map shows the station and the car park of the Shopping Centre.

These are my pictures, taken at and around the station.

Traffic is bad and the subway suggested by Ian’s wording will be very welcome.

Collateral Benefits At New Cross Gate

New Cross Gate station will be one of several stations along the East London Line to see benefits in service frequency and quality.

The train frequency on East London Line services will rise from eight tph to ten tph.

But this is not all that should or could happen.

  • The service between Highbury & Islington and West Croydon stations could rise from four tph to six tph.
  • This would mean that New Cross Gate would have a twelve tph service to and from Whitechapel, which in a year or so, will have Crossrail connections to Canary Wharf, Bond Street, Paddington and Heathrow.
  • Southeastern should be getting new higher-capacity, higher-performance and possibly longer trains to replace their elderly trains into London Bridge.
  • Charing Cross station is redeveloped into a higher-capacity, cross-river station, to allow more trains.
  • Digital signalling, as used on Thameslink will be extended to cover all trains through New Cross and New Cross Gate.
  • The Docklands Light Railway to Lewisham will get new and higher-capacity trains.
  • Southeastern Metro services could go to the London Overground.

Could this all mean that the East London Line, Southeastern and Crossrail will more than hold the fort until it is decided to build the Bakerloo Line Extension?

The Bakerloo Line Extension

This map shows the route of the Bakerloo Line Extension.

If and when the Bakerloo Line Extension is built, New Cross Gate will surely become a major transport hub.

If you look at the current and proposed stations on the Southern section of an extended Bakerloo Line, you can say the following.

  • Paddington will get a step-free pedestrian link between Crossrail and the Bakerloo Line.
  • Charing Cross will benefit from more Southeastern Metro services into the main line station.
  • Waterloo will benefit from more Southeastern Metro services through the attached Waterloo East station.
  • Elephant & Castle station will benefit from more Thameslink services through the attached main line station.
  • New Cross Gate will benefit from more Southeastern Metro and East London Line services through the station.
  • Lewisham will benefit from more Southeastern Metro services through the station.

 

But there are no interim benefits for the blue-mauve area, that will be served by the proposed Old Kent Road 1 and Old Kent Road 2 stations.

In addition, is there a need to add capacity between  the New Cross area and Lewishan? Spiutheastern improvements will help, but the Bakerloo Line Extension will do a lot more!

Except for these two stations, is there a reason to build an extension to the Bakerloo Line, as train services between Charing Cross, Waterloo East and New Cross Gate and Lewisham will be significantly increased in frequency, reach and quality?

A Bakerloo Line Extension Redesign

Whatever happens to the Bakerloo Line, the following should be done.

  • New walk-through trains running at a higher-frequency on the current route.
  • Major access improvements and better connection to main line services at Elrphant & Castle, Wterloo East, Charing Cross and Willesden Junction stations.
  • A radical reorganisation North of Queen’s Park station, in conjunction with the Watford DC Line and the proposed West London Orbital Railway.

This would improve the current line, but it would do nothing for those living where the extension will go!

So why not do what is happening to the Northern Line at Battersea and create a short extension to the Bakerloo Line that serves the areas that need it and one that can be extended in the future?

  • You could argue, that the extension to Lewisham is short and it could be extended to Hayes and other places.
  • I also think, that the route goes via New Cross Gate, as that is one of the few sites in the area, from where a large tunnel could be built.

Ideally, what could be needed is a high-capacity public transport link from Elephant & Castle and Greenwich and/or Lewisham via the Old Kent Road, New Cross Gate and New Cross.

The Germans, the Dutch and others wouldn’t mess about and would run trams along the road, but that would go down with the locals like a lead West London Tram.

So it looks like some form of extension of the Bakerloo Line is the only way to go.

Consider.

  • Two-platform terminal stations at Brixton and Walthamstow Central handle up to thirty-six tph on the Victoria Line.
  • New Cross Gate and New Cross stations are about five hundred metres apart.
  • Double-ended stations like Knightsbridge on the Piccadilly Line and Kings Cross on the Victoria Line work very well.

I would look at building a doublr-ended Bakerloo Line station deep underneath New Cross Road.

  • It would be connected by escalators and lifts to the existing stations at New Cross Gate in the West and New Cross in the East.
  • Provision would be made to extend the line further to either Greenwich or Lewisham.
  • New Cross and Lewisham already have a high-frequency connection around four tph.
  • The whole extension could be built from the single tunnelling location on the Sainsbury’s site at New Cross Gate.
  • There would be no necessity for any works at Lewisham station.

It would probably need more services to be run between New Cross and Lewisham.

Extending The East London Line Service South From New Cross

New Cross is served by the only short service on the London Overground; the four tph between Dalston Junction and New Cross stations.

So could this Rast London Line service be extended South to serve Lewisham to increase services between New Cross and Lewisham?

This map from carto.metro.free.fr shows the lines at New Cross station.

Note how the double-track East London Line, shown in orange, arrives from Surrey Quays station arrives in the North-Western corner of the map, becomes a single-track and then goes under the main lines before going into the bay platform D.

This Google Map shows the same area.

The London Overground track is clearly visible.

Could extra track be added, to enable the following?

  • Southbound trains could join the main line and stop in Platform C
  • Northbound trains could leave the main line after stopping in Platform A and go towards Surrey Quays station.

If this is possible, then  it would give a four tph service between Dalston Junction and Lewisham, with an important stop at Whitechapel to connect to Crossrail.

Lewisham doesn’t have the space for a terminal, but there would appear two possible terminals South of Lewisham.

  • Hayes – Journey time to and from Dalston Junction would take around 53 minutes.
  • Orpington – Journey time to and from Dalston Junction would take around 50 minutes.

Both stations would make ideal terminals.

  • They have bay platforms for terminating the trains.
  • Round trips would be a convenient two hours.
  • Eight trains would be needed for the service.
  • New Cross will have the same four tph to and from Dalston Junction as it does now!
  • Lewisham and Dalston Junction would have a four tph service that would take 27 minutes.

The service could even be split with two tph to each terminal.

Will the Extended Services Need To Replace Other Services?

Currently Hayes has these current Off Peak services.

  • Two tph to Cannon Street via London Bridge
  • Two tph to Charing Cross via London Bridge

I would expect that if digital signalling is applied through the area, that the extra services could be added to Hayes and Orpington as decided.

An Improved Hayes Line

Transport for London and various commentators always assume that the Bakerloo Line will eventually take over the Hayes Line.

This will or could mean the following.

  • Passengers used to a full-size train looking out on the countryside and back gardens through big windows, will have to get used to a more restricted view.
  • Platforms on the Hayes Line will need to be rebuilt, so that two different size of train will be step-free between train and platform.
  • The service could be slower.
  • The ability to walk through an increasingly pedestrianised Central London to and from Cannon Street, Charing Cross and London Bridge will be lost.
  • Loss of First Class seats. which will happen anyway!

I think that passengers will want to stick with the current service.

The only reason to allow the Bakerloo Line Extension to take over the Hayes Line, is that it would allow another four tph to run between Lewisham and London Bridge. But digital signalling could give the same benefit!

But what if the Overground muscled in?

The Hayes Line could take up to four tph between Dalston Junction and Hayes, via Lewisham and New Cross, which would give these benefits.

  • Increased capacity on the Hayes Line.
  • An excellent connection to Crossrail, which would give a better connection to the West End, Liverpool Street and Heathrow.
  • Better connection to the Eastern side of the City of London and Canary Wharf.

There would be no mahor changes to the infrastructure, except for the installation of digital signalling, which will happen anyway.

Times To And From Crossrail

Times to and from Whitechapel, with its Crossrail connection are.

  • Lewisham – 17 minutes
  • Hayes – 44 minutes
  • Orpington – 41 minutes

The current service between Orpington and Farrington, which also will connect to Crossrail, takes 52 minutes.

Penge Interchange

Although, this has not been funded, I think that this new interchange could be very much in Transport for London’s plans.

I discuss the possible Penge Interchnge station in Penge Interchange.

It’s certainly something to watch out for, as it could improve connectivity by a large amount.

The View From The Dalston Omnibus

For decades, Dalston had a terrible reputation and then came the Overground, which changed everything.

There are now these combined devices from the two Dalston stations.

  • Eoght tph to Stratford
  • Four tph to Richmond via Willesden Junction
  • Four tph to Clapham Junction via Willesden Junction
  • Four tph to Clapham Junction via Surrey Quays
  • Four tph to Creystal Palace via Surrey Quays
  • Four tph to New Cross via Surrey Quays
  • Four tph to West Croydon via Surrey Quays

There is also a useful eight tph connecting service between Dalston Junction and Highbury & Islington.

In the next couple of years, these developments should happen.

  • Services on the East London Line will be increased with an extra two tph to Clapham Junction and Crystal Palace.
  • Services on the North London Line will be increased to cope with overcrowding. As the Dalston Junction and Highbury & Islington connecting service will be going to ten tph, it would seem logical that the North London Line service should match this frequency.
  • Crossrail will open and Dalston will have a twenty tph connection to its services at Whitechapel.

Dalston needs better connections to either main line terminal stations or their interchanges a  few miles out.

Currently, Dalston has very useful connections to the following main interchanges.

  • Stratford for the Great Eastern Main Line.
  • Clapham Junction for the South Western Railway and Southern services.
  • Richmond for Windsor and Reading services.
  • Whjitechapel will provide a link to Crossrail.
  • In addition the planned update at Norwood Junction will give better connection to services to Gatwick, Brighton and other services to the South of Croydon.

Better interchanges are needed with services to the North and the South East of London.

Extending the Dalston Junction and New Cross service to Hayes or Orpington via Lewisham could greater improve the train service from Dalston, by providing interchange to services fanning out into and beyond South East London.

Conclusion

I am drawn to these two conclusions.

  • The Bakerloo Line should be extended via two new Old Kent Road stations to a double-ended terminal station in New Cross with interchange to both New Cross Gate and New Cross stations.
  • The New Cross branch of the London Overground should be extended through Lewisham to Orpington and/or Hayes.

Coupled with planned increases in frequency, reach and quality of existing services, this would surely help serve the housing development planned for South East London.

September 12, 2019 Posted by | Transport | , , , , , , , , , | Leave a comment

More Frequent Trains And A New Station For The London Overground

The title of this post, is the same as that of this article on IanVisits.

This is a summary of what Ian says.

  • The new Surrey Canal Road station will be built and called New Bermondsey.
  • A second entrance will be built at Surrey Quays station.
  • Updated signalling will allow the frequency of trains  through the core section of the East London Line to rise from sixteen trains per hour (tph) to twenty.
  • The service between Highbury & Islington and Crystal Palace stations will be increased from four to six tph.
  • The service between Dalston Junction and Clapham Junction stations will be increased from four to six tph.

Ian says this about the link between funding and project delivery.

.The funding under the HIF needs to be spent by 2023, so that’s the deadline for the upgrades to be delivered.

It is a substantial upgrade, which is supported by a Government grant of £80.3million to help in the construction of 14,000 homes.

These are my thoughts.

New Bermondsey Station

I covered building this station in Would This Be The Easiest Station To Build In The UK?.

These pictures were taken in 2015.

The station is close to Millwall FC’s stadium  and this Google Map shows the relationship between the stadium and the station.

The stadium is at the top of the map and the station is in the South-East corner of the map and will be built over Surrey Canal Road.

The Second Entrance At Surrey Quays Station

Ian says this about the second entrance at Surrey Quays station.

The very cramped Surrey Quays station gets a second entrance, which will run under the main road and be based on the north side, where the shopping centre car park is today. That avoids crossing two busy roads, which can take some time if you’re waiting for the lights to change.

This Google Map shows the area around the station.

Ian’s description fits well!

Extra Trains

Both the Clapham Junction and Crystal Palace routes take around 40-45 minutes with a generous turnround time, giving a round trip time of two hours.

  • This would mean that currently both these routes both need eight trains.
  • Increase the frequency to six tph and both routes need twelve trains.
  • This means that another eight trains will be needed to boost the frequency from four tph to six on both routes.

The extra trains should preferably be Class 378 trains, as these are certified for working through the Thames Tunnel, whereas the new Class 710 trains are not.

  • Six Class 710 trains are destined for the Watford DC Line, where they will replace the current Class 378 trains, which will go to the East London Line.
  • There are also six five-car Class 710 trains on order to boost services on the North and West London Lines, which could allow a few five-car Class 378 trains to more to the East london Line.

If Bombardier can deliver the Class 710 trains, then I don’t see have any problems in finding enough trains for the East London Line.

In fact, if London Overground decided to run more services through the Thames Tunnel, they probably have enough trains to run 24 tph on the East London Line, if they should wish.

Would It Be Better To Turn Both 6 tph Services At Highbury & Islington Station?

The East London Line has its own dedicated tracks between Dalston Junction and Highbury & Islington stations, with an intermediate stop at Canonbury station.

  • Currently, there are eight tph between Dalston Junction and Highbury & Islington
  • If the Crystal Palace service is increased by two tph, the frequency will increase to ten tph  between Dalston Junction and Highbury & Islington.
  • If the Clapham Junction service is increased by two tph and turns back at Highbury & Islington station, the frequency will increase to twelve tph between Dalston Junction and Highbury & Islington.

To travellers like me, who live halfway between Canonbury and Dalston Junction station, the increased frequency could be very welcome.

  • If I’m coming from the West on the North London Line, I will often change trains at Canonbury, take one stop to Dalston Junction and then take a bus to my house.
  • From the East, I’ll use the cross-platform interchange at Canonbury, and go home via Dalston Junction and a bus.
  • Tranport for London have recently halved the bus service between my house and Highbury & Islington station, so I tend to use the  Canonbury change more often.

The increase in frequency between Canonbury and Dalston Junction stations, will mean that those changing to go South will have less time to wait.

It would surely help at Dalston Junction station, in that if both six tph services, went through to Highbury & Islington, as passengers would sort themselves out better in busy times, as to which platform to use.

  • Platform 1 – 12 tph to Canonbury and Highbury & Islington
  • Plstform 2 – 4 tph to and from Surray Quays and New Cross
  • Platform 3 – 4 tph to and from Surray Quays and West Croydon
  • Platform 4 – 12 trains to Surray Quays and Crystal Palace or Clapham Junction

\s Platforms 3 and 4 share a spacious island platform, effectively it will be a  16 tph Southbound platform.

South of Dalston Junction station, there will be the same increase to 20 tph, no matter where the individual services turn back.

I suspect too, that there if twelve tph by-passed Dalston Junction station, as they do in the through platforms, that operationally, it might be easier.

 

August 18, 2019 Posted by | Transport | , , , , , | Leave a comment

The Future Of Class 378 Trains

This post is a musing on the future of the Class 378 trains.

The Thames Tunnel

The Thames Tunnel is the tail that wags the East London Line, when it comes to trains.

  • For evacuation and safety purposed, trains running through the tunnel, must have an emergency exit through the driver’s cab.
  • It hasn’t happened yet, as far as I know, but a version of Sod’s Law states if you ran trains without this emergency exit, you’d need to use it.
  • London Overground’s Class 378 trains have this feature, but their Class 710 trains do not.

So it would appear that until Bombardier build an Aventra with an emergency exit through the driver’s cab, that the existing Class 378 trains must work all services through the Thames Tunnel.

Incidentally, I can’t think of another long tunnel, that might be served by the London Overground, so it could be that Class 378 trains will be the only trains to go through the Thames Tunnel, until they wear out and need to go to the scrapyard.

Six Car Trains On The East London Line

I covered this in Will The East London Line Ever Get Six-Car Trains? and I came to this conclusion.

I will be very surprised if Network Rail’s original plan on six-car trains on the East London Line happens in the next few years.

It might happen in the future, but it would need expensive platform extensions at Shadwell, Wapping, Rotherhithe and Canada Water and Surrey Quays stations.

Increased Frequency On The East London Line

If five-car Class 378 trains are the limit, the only way to increase capacity of the East London Line would be to increase frequency.

The current frequency of the East London Line is sixteen trains per hour (tph)

There are four tph on each of these routes.

  • Dalston Junction And Clapham Junction
  • Dalston Junction And New Cross
  • Highbury & Islington And Crystal Palace
  • Highbury & Islington And West Croydon

Two increases are planned.

  • 2018 – 6 tph – Highbury & Islington And Crystal Palace
  • 2019 – 6 tph – Dalston Junction And Clapham Junction

This would increase the frequency of the East London Line to twenty tph.

It will probably mean an updated digital signalling system on the East London Line.

Eventually, I think it likely, that a full ERTMS system as is fitted to Thameslink and Crossrail will be fitted to at least the East London Line, but possibly the whole Overground network.

Digital signalling would certainly allow the twenty-four tph frequency of Thameslink and CXrossrail, which could mean that the four routes all received a frequency of four tph.

But Thameslink and Crossrail are theoretically capable of handling thirty tph or a train every two minutes, through their central tunnels.

If the two modern multi-billion pound tunnels can handle 30 tph, why can’t their little brother, that started life as a half-million pound pedestrian tunnel in 1843,

The Number Of Trains Needed For The Current Service

If I go through the routes of the original Overground, I find the following.

Dalston Junction And Clapham Junction

Trains take 46 minutes to go South and 44 minutes to come North and a round trip would take two hours.

This means that the current four tph service would need eight trains.

A six tph service in the future would need twelve trains.

Dalston Junction And New Cross

Trains take 22 minutes both ways and a round trip would take an hour.

This means that the current four tph service would need four trains.

A six tph service in the future would need six trains.

Highbury & Islington And Crystal Palace

Trains take 44 minutes to go South and 43 minutes to come North and a round trip would take two hours.

This means that the current four tph service would need eight trains.

A six tph service in the future would need twelve trains.

Highbury & Islington And West Croydon

Trains take 52 minutes both ways and a round trip would take two hours.

This means that the current four tph service would need eight trains.

A six tph service in the future would need twelve trains.

This means that the current four tph on all four routes needs twenty-eight trains.

The Proposed 2020 Service

This will have two extra tph to Crystal Palace and Clapham Junction and will need thirty-six trains.

Six Trains Per Hour On All Four Routes

as each route terminates at both ends in a single platform, which can handle six tph, with the right signalling, I feel that this could be the design objective of the East London Line, when it was built in the early-2010s.

This could be achieved with forty-two trains, leaving perhaps twelve to fifteen trains for other duties, depending on how many are needed on stand-by or are in maintenance.

What Could Be Done With Twelve Trains?

As I calculated earlier, three routes need twelve trains to provide a six tph service.

  • Dalston Junction And Clapham Junction
  • Highbury & Islington And Crystal Palace
  • Highbury & Islington And West Croydon

All three services take between 44 and 52 minutes.

So could another six tph service that takes around this time be added to the current four services?

Willesden Junction As A Northern Terminal

Trains could take the North London Line to Willesden Junction and terminate in the Bay Platform 2.

I estimate the following timings from Willesden Junction.

  • Highbury & Islington – 27 mins
  • Dalston Junction – 31 mins
  • Whitechapel –  – 41 mins
  • New Cross – 49 mins
  • Crystal Palace – 64 mins
  • Clapham Junction – 73 mins.
  • West Croydon – 74 mins

It would appear that the only possible Southern terminal of the current four, would be New Cross, as that is the only terminal within the 44-52 minute range of journey time.

So could a service between Willesden Junction and New Cross replace the current one between Dalston Junction and New Cross?

  • It would need to be run using dual-voltage trains
  • Voltage changeover could be at Highbury & Islington station.
  • Extending the New Cross service would free up a bay platform at Dalston Junction station.
  • It should be possible to have a frequency of six tph.
  • Serious modifications or additions to infrastructure would probably not be required.

As running to Willesden Junction was talked about before the Overground opened, I wonder if the numerous crossovers on the North London Line, already allow trains from the East London Line to terminate at Willesden Junction.

Southern Terminals Via New Cross Station

This map from carto.metro.free.fr shows the lines at New Cross station.

Note how the double-track East London Line, shown in orange, arrives from Surrey Quays station arrives in the North-Western corner of the map, becomes a single-track and then goes under the main lines before going into the bay platform D.

This Google Map shows the same area.

The London Overground track is clearly visible.

Could extra track be added, to enable the following?

  • Southbound trains could join the main line and stop in Platform C
  • Northbound could leave the main line after stopping in Platform A and go towards Surrey Quays station.

If this is possible, then trains could run between Dalston Junction and Lewisham stations.

Once at Lewisham they would have choice of Southern terminal,

Hayes As A Southern Terminal

Consider a service between Dalston Junction and Hayes stations.

  • I estimate that a train could go between the two stations in 53 minutes.
  • Hayes station has two terminal platforms

Six tph would probably be too many services, but 2-3 tph might be very welcome.

Orpington As A Southern Terminal

Consider a service between Dalston Junction and Orpington stations.

  • I estimate that a train could go between the two stations in 47  minutes.
  • Orpington station has three terminal platforms.

Six tph would probably be too many services, but 2-3 tph might be very welcome.

A Combined Hayes And Orpington Service

As a case can be made for services to both Hayes and Orpington via Lewisham, I think the ideal service could be two tph to both Hayes and Orpington.

  • There would be four tph between Dalston Junction and Lewisham.
  • Stations on the East London Line would have access to the important interchange station at Lewisham.
  • Several stations on the routes to Hayes and Orpington would have a two tph service to Crossrail and the Jubilee Line.

Other Stations Via New Cross

Looking at rail maps, there would seem to be several possibilities including with their times from Dalston junction station.

  • Beckenham Junction – 41 mins
  • Bromley North – 40 mins
  • Gove Park – 35 mins

There are probably others.

Southern Terminals Via Peckham Rye Station

As an example Streatham Common station is planned to be a major interchange and is 43 minutes from Dalston Junction.

Would a bay platform work here as an East london Line terminal?

Conclusion

If all fifty-seven Class 378 trains worked the East London Line, they could run six tph on the current routes.

  • Dalston Junction And Clapham Junction
  • Dalston Junction And New Cross
  • Highbury & Islington And Crystal Palace
  • Highbury & Islington And West Croydon

It would need forty-two trains.

Suppose the Dalston Junction and New Cross service was replaced with a Willesden Junction and New Cross service.

  • This would provide a useful direct four tph service between East and North London.
  • Changing at Highbury & Islington station would be avoided for a lot of journeys.
  • The journey time wold be around 49 minutes.
  • A two tph service would need four trains.
  • A four tph service would need eight trains.
  • A six tph service would need twelve trains.
  • Many journeys between North and South London would now be possible with just a single same platform interchange.

To run the following frequencies on this route would mean these total frequencies on the East London Line and total numbers of trains.

  • 2 tph – 20 tph – 40 trains
  • 4 tph – 22 tph – 44 trains
  • 6 tph – 24 tph – 48 trains

I think that if the figures are juggled a bit, there is enough trains to run extra services to one or more Southern destinations from Dalston Junction.

My preference would be a split service of 2 tph to both Hayes and Orpington via New Cross, where some new track would be needed.

This would do the following.

  • Create a frequent connection between South-East and North-East London.
  • Both areas would be connected to Crossrail and several Underground Lines, including the future Bakerloo Line Extension.
  • The Hayes Line would be shared between Overground and Southeastern trains.

No more new trains or large amounts of new infrastructure would be needed.

I suspect that London Overground and the new Southeastern franchise can do better than my musings.

 

 

May 10, 2019 Posted by | Transport | , , , , , , , , | 2 Comments

Has The Canonbury Cross-Over Become More Difficult?

In The Canonbury Cross-Over, I described how it was possible at Canonbury station to change easily from a Westbound train on the North London Line to a Southbound-train on the East London Line.

Services through Canonbury station on the East London Line in trains per hour (tph) are.

  • Four tph between Highbury & Islington and Crystal Palace stations.
  • Four tph between Highbury & Islington and West Croydon stations.

This means that eight tph call in Platform 2 at Canonbury station.

Services through Canonbury station on the North London Line used to be.

  • Four tph between Richmond and Stratford stations.
  • Two tph between Clapham Junction and Stratford stations.

This means that six tph call in Platform 3 at Canonbury station.

Since the December 2018 Timetable Change, two tph have been added to the Clapham Junction service.

So now both services calling at Platform 2/3 have the same frequency of eight tph.

So Why Does The Canonbury Cross-Over Appear To Be More Difficult?

Today, I was coming from Stratford on a Richmond train and was changing to the East London Line to Dalston Junction station, from where I can get a bus from outside the station to my house.

It takes a bit longer, but I was carrying my weekend shopping and as Dalston Junction station has lifts, if you need them and Dalston Kingsland station doesn’t, A lot of passengers, seem to use the Canonbury Cross-Over, when they are going from Stratford to stations on the East London Line.

As my train arrived at Canonbury station, in Platform 3, a Southbound-train was leaving Platform 2. So I had a wait of seven minutes in the rain for the next train to Dalston Junction station.

Since the Timetable Change, it appears that I am having to wait for several minutes a lot more.

Look at these times from the 6th of February. The time is when a train on the North London Line calls in Platform 3 and the integer is the number of minutes before the train calls on the East London Line in Platform 2.

  • 1150 – 7
  • 1157 – 0
  • 1205 – 7
  • 1212 – 0
  • 1220 – 7
  • 1227 – 0
  • 1235 – 7
  • 1242 – 2
  • 1250 – 7
  • 1257 – 0
  • 1305 – 7
  • 1312 – 0
  • 1320 – 7
  • 1327 – 0
  • 1335 – 7
  • 1342 – 0
  • 1353 – 4
  • 1357 – 0
  • 1405 – 7
  • 1312 – 0

In some cases two Southbound trains call between two Westbound ones.

Quite frankly, it’s crap!

Why?

I am no expert on railway timetabling, but if I look at the timetable, it appears that the two trains often seem to be timetabled to arrive at the same time.

As Southbound trains on the East London Line have only come one stop from Highbury & Islington station, are they more likely to be on time, than North London Line trains that have come all the way from Stratford station.

So like today, do North London Line trains arrive after the East London Line train has departed?

Conclusion

The timetable needs to be improved.

Would it be possible to timetable the East London Line trains a couple of minutes after those on the North London Line?

February 8, 2019 Posted by | Transport | , , , , | Leave a comment

Will The East London Line Ever Get Six-Car Trains?

On the East London Line yesterday, I was in the front car and it was noticeable how passengers moved backwards and forwards along the train so they could find a seat and also get in and out easily at the stations with short platforms.

It got me thinking, about whether six-car trains could be run on the East London Line.

Before I discuss this, I’ll give a few facts. Some are history and some are future plans.

The Original Line

I can remember taking the London Underground  era line between New Cross Gate and Whitechapel stations, to get between Haywards Heath and Mile End stations. I had a client at the former and my youngest son, used to live by the latter.

The trains were four-car A60/62 Stock with a length of just 65 metres!

There were five intermediate stations, which coming North were as follows.

  • Surray Quays
  • Canada Water
  • Rotherhithe
  • Wapping
  • Shadwell

The platforms and those at Whitechapel, were probably not much longer than the original trains.

The platforms have been improved in recent years.

  • When the Jubilee Line was built, Canada Water station was rebuilt, but the platforms on the East London Line were not substantially lengthened.
  • When the Overground was created in the early part of this century, the platforms ended up at their current length of around eighty metres.
  • Recently, to create a better interchange for Crossrail, the platforms at Whitechapel station have been lengthened to around a hundred metres.

So there is now four short platforms on the East London Line.

The Class 378 Trains

The Class 378 trains were originally ordered as three-car trains, which were about sixty metres long.

Was this short length to fit the short platforms or was it because it was felt that these trains would be adequate for the route?

By the time, the trains entered service in 2010, the trains had all been extended to four-cars.

But this was still inadequate and in 2013 an order was placed to lengthen all trains to five cars, which was completed in January 2016.

Fitting Five-Car Trains Into Four-Car Platforms

Travel in the last coach of a train between Shadwell and Canada Water stations and when a station stop is made, you are left in the tunnel.

Some or all the doors don’t open and a announcement tells you, that if you want to get out, you should move forward in the train. This picture shows the last carriages of a train at Canada Water station.

The less-than-perfect arrangement works very well.

  • The walk-through nature of the trains means passengers can easily walk forward if required.
  • The announcements are numerous and clear.
  • Only Canada Water station, with its interchange to the Jubilee Line is a busy station.

But what probably makes the system work so well, is the fact that East Londoners are the World Champions at ducking and diving and they adjust their behaviour to the less-than-perfect arrangement.

The Length Of The Northern Platforms

Travelling home to Dalston Junction station in the last carriage, I got the impression, that all platforms are built to comfortably accept five-car trains.

It also appears that the two central bay platforms at Dalston Junction station were built for five-car trains.

This picture shows Platform 2 at Dalston Junction station.

The Length Of The Southern Platforms

I have looked at nearly all the Southern platforms on all four Southern branches and there seems to be few if any platforms, that couldn’t take a six-car train. It should be noted that most platforms are shared with Southern services which are run by longer trains.

These pictures show Sydenham station.

Platform lengths like these are typical of many stations.

Work would be needed at Platform 2 at Clapham Junction station.

But there is space to extend the platform.

There are no problems at West Croydon station, where it seems all trains now use the bay Platform 1.

There appear to be no plans to increase services to West Croydon station from four tph, but turning the trains in the bay platform might make scheduling easier.

The Rebuilding Of Whitechapel Station

Whitechapel station is being rebuilt to provide an interchange between Crossrail, the District and Hammersmith & City Lines and the East London Line.

  • The rebuilt East London Line platforms appear to be long enough for six-car trains.
  • There will be two footbridges over the East London Line.
  • There will be lifts and possibly escalators.

It will be a major high-capacity interchange.

The connection to Crossrail at Whitechapel station may actually take pressure from the Canada Water station.

Will passengers from the Northern section of the East London Line change at Whitechapel for Crossrail, if they are going to the West End or Canary Wharf, rather than using the Jubilee Line from Canada Water station.

As Crossrail will open up a large number of new routes, I believe, Whitechapel station will become one of the most important interchanges in East London.

East London Line Frequency Will Be Increased

This table shows Transport for London’s plas for the London Overground.

Note.

  1. In 2018, two extra trains per hour (tph) are planned to be run between Dalston Junction and Crystal Palace.
  2. In 2019, two extra tph are planned to be run between Dalston Junction and Clapham Junction.

This will mean that the frequency through the core of the East London Line will rise from 16 tph to 20 tph. This will be a train every three minutes.

It also means that the London Overground will be running ten tph between Whitechapel and Sydenham stations, with a call at New Cross Gate, which could become an important interchange.

Platforms Would Need To Be Lengthened

I think that, unless someone can come up with an innovative solution, that there will need to be some platform l;lengthening  to accommodate six car trains on the East Londoin Line.

The tricky problem would be extending the platforms at Shadwell, Wapping, Rotherhithe and Canada Water stations.

Could Frequencies Be Increased?

After the increase of frequencies to Crystal Palace and Clapham Junction to four tph, there will be twenty tph, through the core of the East London Line.

With five-car trains, this would be a hundred cars per hour and with six-car trains, it would be 120 cars per hour.

Suppose another four tph, were to be squeezed through the core, then this would be 24 tph. With five-car trains, this would be 120 cars per hour.

There would be two main alternatives to increase the frequency.

  • Run six tph on all the four routes.
  • Add a new route, with a frequency of four tph.

Note.

  1. Twenty-four tph, is a frequency that is proposed for Crossrail and Thameslink using digital signalling.
  2. There will be one train every two and a half minutes.
  3. No major engineering work would be required at the stations with short platforms.

I very much feel, that increasing the frequency of trains, will be more affordable than using six-car trains.

The Problem Of Creating Six-Car Trains

Note these points about running trains through the core of the East London Line.

  • Class 378 trains have an end door, so that passengers can be evacuated in the Thames Tunnel.
  • Aventras don’t have end doors and would need to be updated.
  • Five-car Class 378 trains can be replaced by Aventras on the North London Line and the Watford DC Line, to release more trains for the East London Line.

But the biggest problem, is probably that Bombardier don’t make Electrostars any more, and the factory ihas been turned over to Aventra production.

Conclusion

I will be very surprised if Network Rail’s original plan on six-car trains on the East London Line happens in the next few years.

 

 

 

October 10, 2018 Posted by | Transport | , , , , | 2 Comments

Latest On The New London Overground Class 710 Trains

The August 2018 Edition of Modern Railways has a two-page article on the latest on the new Class 710 trains for the London Overground.

Seating Arrangement

Wikipedia says this about the seating.under Background And Specifications.

The units will be delivered in two sub-classes; an AC-only version with longitudinal and transverse seating (very similar to the S8 units on the Metropolitan line of the London Underground) for use on the West Anglia and Romford-Upminster services, and a dual-voltage version with longitudinal seating for the Watford DC and GOBLIN services.

But it now appears that all the seats on the trains will be longitudinal ones.

I use the current trains a lot to go to Walthamstow and I also use the Class 378 trains, which have longitudinal seats, frequently on the North and East London Lines of the Overground.

I probably aren’t bothered too much about longitudinal seats, but I suspect there will be others who will complain.

This discussion of RailForums is entitled Annoying Things About The Class 378. Search for “seat” and you don’t find many complaints about the longitudinal seating, which is also used on much of the Underground.

On the other hand, if all the trains have identical interiors, this must save on construction and maintenance costs.

If the interiors are basically similar to the Class 378 trains, it must also save on staff training costs.

I actually think, that the biggest complaint will not be about the new trains, but why don’t the older Class 378 trains have wi-fi and USB charging points!

Eight-Car Trains On West Anglia Routes

The article also states that services on West Anglia routes to Cheshunt, Chingford and Enfield Town stations will work as eight-car trains or a pair of four-car trains.

If they are always working in pairs, why not build them as eight-car trains in the first place?

In A Detailed Layout Drawing For A Class 345 Train, I said that the formation of a Class 345 train for Crossrail is as follows.

DMS+PMS+MS1+MS3+TS(W)+MS3+MS2+PMS+DMS

Note.that the train is composed of two identical half-trains, which are separated by the TS(W) car.

As the Modern Railways article says that these trains are to be the last to be delivered, would it not be sensible to fully understand the four-car units and then decide if instead of pairs of four-car units, they were built as eight-cars.

Consider.

  • Trains would be formed of identical four-car half-trains.
  • An eight-car Class 710 train would be nearly fifty metres shorter than a nine-car Class 345 train.
  • Passengers would be able to walk through the whole train.
  • Passengers can position themselves for their best exit at their destination station.
  • Would passenger security be better on a train, where passengers could walk all the way through?
  • I have seen drivers on Class 345 trains change ends inside the train
  • Aventras and other modern trains are fitted with intelligent control systems, that determine the number and type of the intermediate cars in the train.
  •  Two Driving Motor Standard Cars (DMS) would be replaced with simpler Trailer Standard (TS) or Motor Standard (MS) cars.
  • The choice of a TS or MS car would depend partly on performance issues, which could be tested with the earlier four-car trains.
  • Building and maintenance cost savings by reducing the number of driving cars, must be possible.
  • Capacity could be increased by adding cars in the middle, if platforms were long enough!
  • Would providing overnight stabling for fifteen eight-car trains be easier than for thirty four-car trains?

It should also be noted, Cheshunt station has a very long platform without a roof. Passengers could walk to the front of the train inside a warm dry train. This already happens with the Class 378 trains at Highbury & Islington station.

Romford-Upminster Shuttle

The Modern Railways article says this about the service on the Romford-Upminster Line.

TfL is still considering whether to utilise a ‘710’ on the Romford to Upminster shuttle or to retain an older unit for the line.

I wrote about this in A Heritage Class 315 Train For The Romford-Upminster Line, after this article in London Reconnections, which is entitled More Trains for London Overground: A Bargain Never to be Repeated,   said that it is possible that this line could be served by a Class 315 train, held back from the scrapyard.

I came to this conclusion.

If it is decided that a Class 315 train is to be used on the Romford to Upminster Line, I believe that the service could be marketed as a quirky heritage unit, that in conjunction with its main purpose of providing a public service, could also be used for other education, training, marketing, innovation and research purposes.

Eversholt Rail Group might even shift a few redundant Class 315 trains!

Why not?

Chingford Upgrades

The Modern Railways article says this.

A £7million investment has seen the stabling facility at Chingford upgraded, including the addition of an AVIS-scanner here as well.

These pictures show the investment.

With the Automatic Vehicle Inspection System (AVIS), Chingford is becoming more than a stabling facility.

Note the large maintenance structure, so that trains can be worked on in the dry.

A Few Questions Of My Own

I have a few of my own questions.

If The Thirty Four-Car Trains For West Anglia Routes Are Converted To Eight-Cars, What Happens To The Spare Driving Motor Cars?

If the thirty four-car trains are converted to fifteen eight-car trains, it appears to me that Bombardier could  have at best many of the long-lead components for thirty Driving Motor Standard (DMS) cars. At worst, they would have thirty DMS cars for Class 710 trains.

But London Overground will have need for a few more trains in a few years.

In Increased Frequencies On The East London Line, I showed this London Overground table of improvements.

LO Improvements

Note that two extra tph are proposed on the Liverpool Street to Enfield Town service. I calculate, that this would need another two Class 710 Trains.

Similarly, to add two tph to the Liverpool Street to Cheshunt service, would appear to need another three trains.

The Mayor is also looking favourably at creating the West London Orbital Railway.

I estimate that the two proposed routes would need around four trains each to provide a four tph service, if they could be run using dual-voltage Class 710 trains with a range of perhaps ten miles on battery power.

What Is Happening About The Hall Farm Curve?

I heard from someone, who should know, that the Hall Farm Curve and the Coppermill Curve will be reinstated.

These curves would allow the following.

  •  A direct service between Chingford/Walthamstow and Stratford.
  • Better access to the upgraded stabling at Chingford.

But I think these curves would be invaluable in maintaining services, during the construction of Crossrail 2.

Will A Bay Platform Be Developed At Lea Bridge Station?

I also wonder if a bay platform will be developed at Lea Bridge station, which would enable a four tph service to be run between Lea Bridge and Chingford stations, if Chingford Branch trains couldn’t get into Liverpool Street station, because of construction works.

I certainly feel that the curves connecting the lines at Coppermill Junction will have a major part to play in the development of East London’s railways.

 

 

 

July 29, 2018 Posted by | Transport | , , , , , , , , | 2 Comments

The East London Line In 2030

The East London Line was opened in May 2010 using pieces of redundant infrastructure in the East of London.

Modern additions were added.

A new fleet of Class 378 trains were purchased and services began between two Northern and four Southern destinations, at a frequency of four trains per hour (tph).

Looking back just over eight years later, the line has been an overwhelming success.

East London Line Capacity

The proof of this success surely is shown in the increasing capacity of the line since 2010.

The Class 378 trains have got longer.

  • In 2010, they started at just three cars.
  • They were soon extended to four cars.
  • In 2016, all trains became five cars.

The trains could go to six cars, but there are platform length issues, that make five cars the current limit.

On the other hand, selective door opening could be used, which works so well with walk-through trains.

Now, Transport for London are going to increase frequencies on the line.

  • In 2018, an additional two tph will run between Dalston Junction and Crystal Palace stations.
  • In 2019, an additional two tph will run between Dalston Junction and Clapham Junction stations.

This would give twenty tph between Dalston Junction and Surrey Quays stations.

Given that Crossrail and Thameslink will handle twenty-four tph in their central tunnels, I suspect that to have the same frequency on the East London Line would not be impossible.

Developments That Will Happen

These developments will happen, that will affect the East London Line.

Crossrail

The Whitechapel station interchange with Crossrail will become the Jewel in the East, as it will give access to Canary Wharf, the West End, Stratford, Liverpool Street, Paddington and Heathrow to all those (like me!), who live along the East London Line.

As both lines will have train frequencies of at least twenty tph, you should never wait more than a few minutes for your train.

I can see, the number of passengers changing between Crossrail and the East London Line being very high.

  • For many travellers it will be their quickest way to Crossrail.
  • The Class 378 trains are more passenger-friendly than Thameslink’s Class 700 trains, which are best avoided, by those with sensitive posteriors.
  • Whitechapel station gives access to both the Eastern branches of Crossrail.
  • All East London Line services call at Whitechapel.

My scheduling experience says that the frequency of trains on Crossrail and the East London Line should be the same, to smooth travellers passage through the station.

So expect Crossrail to eventually push the East London Line to twenty-four tph.

Increased Frequencies On The Underground

The Sub-Surface Lines of the London Underground are being re-signalled, which will mean more capacity, where the District and Metropolitan Lines interchange with the East London Line at Whitechapel station.

There could also be improvements on the Jubilee Line, where it meets the East London Line at Canada Water station.

I doubt we’ll see more improvement to the Victoria Line, as you can only extract blood from a stone for a limited period.

It is also probably true, that Dear Old Vicky needs some relief.

New South Eastern Franchise

The new South Eastern Franchise will be awarded in August 2018, with the new incumbent taking over in December 2018.

The current Southeastern services have little interaction with East London Line services, except at New Cross station, where the following services call.

  • Southeastern – Northbound – Eight tph to Cannon Street via London Bridge.
  • Southeastern – Southbound – Eight tph to Lewisham via St. John’s.
  • Overground – Four tph to and from Dalston Junction.

New Cross is a good interchange for travelling to and from South East London and I suspect the new franchise will only make it more useful.

New Trains On The Northern City Line

The Northern City Line has been ignored for decades and in my view it is a disgrace with elderly Class 313 trains, dirty, dark and dingy stations and unmotivated staff, who seem abandoned by their employers.

If ever there is a line that should join the Overground, it is this one!

At least, the line is getting new Class 717 trains, which will bring the following.

  • Modern trains with wi-fi and hopefully comfortable seats.
  • Increased capacity.
  • Up to twelve tph between Moorgate and Alexandra Palace stations via Highbury & Islington and Finsbury Park stations.
  • More passengers to the East London Line at Highbury & Islington station.
  • A direct cross-platform and step-free link for the Victoria Line to Crossrail.

Planners do not seem to have realised the effects these new trains will cause in North London and at Highbury & Islington station in particular.

North London Line Improvements

In the next few years, there will be improvements on the North London Line.

All these improvements will bring more passengers to the East London Line and put more pressure on Highbury & Islington station.

Property Development Along The East London Line

Only two stations on the East London Line; Dalston Junction and Shoreditch High Street, were designed to have development on top.

Dalston Junction station has now been virtually fully developed and only now are tower blocks starting to grow around and on top of Shoreditch High Street station.

The City of London will also expand to the East, which will mean more offices and housing clustered around stations like Whitechapel, Shadwell and Canada Water.

Property developent will greatly increase the ridership of the East London Line.

Rebuilding Of Highbury & Islington Station

Many travellers in East London, use the Overground to get to Highbury & Islington station for access to the Underground.

The below ground section of this station needs substantial improvement with a second entrance, more escalators and lifts.

Plans get talked about, but nothing happens.

I believe that the new Class 717 trains on the Northern City Line could be the straw that breaks the camel’s back, as they will bring more travellers to the station.

But on the other hand the existing cross-platform interchange with the Victoria Line, might mean that less travellers need to go to and from the surface.

I have this feeling, that a rebuilt Highbury & Islington station will happen before 2030 and would attract more travellers to the East London Line.

Developments That Could Happen

These developments could happen, that will affect the East London Line.

Bakerloo Line Extension To Lewisham

I believe extending the Bakerloo Line to Lewisham station is more likely to happen than Crossrail 2 and if it was built it would connect to the East London Line at New Cross Gate station.

This map shows the extension.

I believe that the East London Line and the extended Bakerloo Line will complement each other.

  • The Bakerloo Line will probably have at least twenty tph between Queen’s Park and Lewisham stations via Waterloo, Oxford Circus and Baker Street stations.
  • The East London Line will have at least six tph between Highbury & Islington and Crystal Palace stations and four tph between Highbury & Islington and West Croydon stations.
  • New Cross Gate is currently a step-free station, so I suspect it will be a very smooth interchange.

Connections between South East and the whole of North London will be substantially improved.

Brockley Interchange

It has been suggested that Brockley station be connected to the line between Nunhead and Lewisham stations, which crosses over the station.

Wikipedia says this about the connection.

At the London end the line is crossed by the Nunhead to Lewisham line. At this location adjacent to Brockley station was sited Brockley Lane station which closed in 1917 with the original London, Chatham and Dover Railway branch to Greenwich Park. The connection of that line to Lewisham is a later development. The possibility of opening platforms on this line with direct access to Victoria Station and the Bexleyheath Line to Dartford has often been suggested but is currently low on TfL’s priorities.

In some ways the Bakerloo Line extension to Lewisham does a similar job in connecting the East London Line to Lewisham, but at a much higher frequency.

Another problem with the Brockley Interchange is that there are only two tph between Victoria and Lewisham, that pass over Brockley station and does the capacity at Lewisham station exist to allow this to be increased to a viable frequency, that would make building Brockley Interchange an interchange worth building?

Crossrail 2

Will Crossrail 2 be built or even started before 2030?

I personally doubt it, unless Brexit is an unqualified success and the project is privately-funded.

There are also other projects that might lower the need for Crossrail 2 and allow it to be delayed to beyond 2030.

Extension Of East London Line Services Along The North London Line

I can remember reports, when the London Overground was created, that suggested that some East London Line services, might be extended to the West, possibly to Willesden Junction station.

I think there are two major problems.

  • Trains going West from Highbury & Islington station from the East London Line could stop in Platform 1 or 2 and go straight through on their way to Clendonian Road & Barnsbury station. But those going the other way would probably need to cross tracks on flat junctions!
  • Where is the suitable bay platform to turn the trains?

On the other hand, many passengers would find it useful, as it would avoid a change at Highbury & Islington station.

Penge Interchange

I discuss the possible Penge Interchnge station in Penge Interchange.

 

 

Note that the Penge Interchange offers four tph to and from Victoria, whereas the Brockley Interchange only offers a measly two tph.

Shoreditch High Street Connection To The Central Line

The Central Line passes directly underneath Shoreditch High Street station, as this map from carto.metro.free.fr shows.

Note the reversing sidings at Liverpool Street station in the South-West corner of the map.

Wikipedia says this about the possibility of creating an interchange.

There have also been discussions of creating an interchange with the Central line between Liverpool Street and Bethnal Green which runs almost underneath the station. However, this would not be able to happen until after the Crossrail 1 project is complete, due to extreme crowding on the Central line during peak hours.

Consider.

  • Liverpool Street to Bethnal Green is one of the longest stretches on the Underground without a station.
  • There is a lot of  residential and housing developments, being proposed for around Shoreditch High Street station.
  • Large numbers of passengers use the East London Line to get to Highbury & Islington station for the Underground. Would a Shoreditch High Street connection take the pressure off?
  • It could give East London Line travellers, a single-change connection to Liverpool Street, Bank, St. Paul’s, Chancery Lane and Holborn stations.

For construction and operational reasons, the decision to create this connection will not be taken until Crossrail is fully open.

I suspect passenger statistics will play a large part in the decision.

Southeastern Connections

Southeastern has three main terminals in London.

  • Cannon Street – Jubilee and Northern Lines
  • Charing Cross – Circle and |District Lines
  • Victoria – Circle, District and Victoria Lines.

But they also serve other stations in South London with good connections.

  • Abbey Wood – Crossrail
  • Greenwich -DLR
  • Lewisham – DLR and possibly Bakerloo Line
  • London Bridge – Jubilee and Northern Lines and Thameslink
  • New Cross – East London Line
  • Woolwich Arsenal – DLR

The rebuilding of London Bridge station has probably improved connectivity, but are further improvements needed?

Two of the possible improvements to the East London Line; the Brockley and Penge Interchanges will connect current Southeastern services to and from Victoria to the East London Line.

Would the new South Eastern franchise like a connection to the East London Line?

  • ,Passengers to and from East London surely have have an easier route, than going to Victoria and then using the Underground!
  • Passenger numbers at Victoria might be marginally reduced
  • Both new interchanges would give a route to Crossrail at Whitechapel, which is not an easy connection to and from Victoria.
  • I have looked at timings and it appears that the Whitechapel route is perhaps five minutes slower to the West End or Paddington, but perhaps a dozen minutes faster to the Northern part of the City of London.

It is my view, that if Penge Interchange is built, then Brockley Interchange could be forgotten.

Thameslink Improvements

With all the money spent on Thameslink, it is likely that Network will want to maximise their investment by running as many trains as possible on the route.

Currently, the plan is for twenty-four trains an hour through the central tunnel, which then split as follows.

  • Eight tph via Elephant & Castle
  • Sixteen tph via London Bridge of which twelve tph continue to East Croydon.

It would also appear that there are another five tph between London Bridge and East Croydon, but only one tph runs on the fast lines.

So there would appear to be plenty of capacity between London Bridge and East Croydon stations, even if the central tunnel frequency on Thameslink were to be upgraded to thirty tph.

I think we might see a bit of sorting out of Thameslink to minimise some of the problems, that became evident after the May 2018 timetable change.

A problem I have, which I share with the millions in East London, is that it is difficult to get to Gatwick Airport, as there is no common station between the East London Line and Thameslink.

  • If the Penge Interchange is built, should Thameslink trains stop at the station?
  • When the Bakerloo Line is extended to New Cross Gate station, should Thameslink trains stop at the station?
  • Should all slow trains on the line be run by the London Overground?
  • Should all fast trains on the line be run by Thameslink?

Thameslink could be so much more useful.

West Croydon Or East Croydon

From a personal point of view, when I go to Croydon, I want to get to East Croydon station, as I’m usually taking a train to the South Coast or Gatwick Airport.

  • Inevitably, I end up taking a tram from West Croydon to East Croydon station.
  • Ging the other way is more difficult, as I inevitably get lost trying to find West Croydon station.
  • Although, there are now some trams at East Croydon only going to West Croydon.
  • Trains to the North of Penge West station, never seem to be very full.
  • East Croydon station is more important than West Croydon station.

So would it be better if the East London Line trains went to East Croydon?

The problem is that there is no space in East Croydon station.

Perhaps two new platforms could handle both East London and West London Line services.

West London Line services should also be run by the London Overground, as was proposed by Chris Gibb, as I wrote about in Gibb Report – East Croydon – Milton Keynes Route Should Be Transferred To London Overground.

I would do the following.

  • Sort out Victoria and Thameslink services at East Croydon station, so that all Northbound and Southbound services used a separate pair of platforms, with one platform face for Thameslink and the other for Victoria services.
  • If possible, move services like London Bridge to Uckfield to Thameslink.
  • Put a pair of terminal platforms under the Thameslink and Victoria services platforms, connected to these platforms by escalators and lifts.
  • Most of the tunneling would be under railway property North of East Croydon station.
  • These platforms could probably handle up to six trains per hour (tph) each.
  • It would be possible to run six tph between Highbury and Islington and East Croydon stations.
  • The West London Line could have a highly desirable four tph to the mega-station at Old Oak Common.
  • It might even be possible to use the platforms for service recovery on Thameslink.
  • It could release the pressure on the difficult Windmill Bridge Junction, which is a bit of a bottleneck.

It would be costly, but planned properly, I believe it could be created without any major disruption to the existing East Croydon station.

It would create a simple one-change link between Gatwick Airport, Brighton and other South Coast destinations to the following.

  • Through services to London Bridge, St. Pancras and Victoria.
  • East London Line services to East London and Whitechapel for Crossrail for the City, Central London and Shenfield.
  • West London Line services to West London and Old Oak Common for High Speed 2, West Coast Main Line and Crossrail for Heathrow and Reading.

Capacity at East Croydon would probably be increased.

Conclusion

The East London Line will get better and better.

 

 

June 23, 2018 Posted by | Transport | , , , , , , , , , , | Leave a comment

Calls For London Overground Extension To Lewisham

The title of this post, is the same as that of this article on IanVisits.

This is the first paragraph.

Lewisham council has issued a call for the Overground to be extended to Lewisham town centre as part of a wider series of improvements to the local rail and DLR networks.

To extend the Overground from New Cross station, Overground trains would need to be able to cross over to the tracks through the station.

This map from carto.metro.free.fr shows the tracks at the station.

There are four Overground trains from Dalston Junction station and they terminate in the bay Platform D.

Note how the Overground skirts round New Cross Depot to get to the platform.

This Google Map shows the curve of the Overground Line and what lies between the lines out of London Bridge station and the Overground.

It looks to be the old New Cross depot and a green space surrounded by rail tracks, that is all inaccessible to the public.

I took these pictures as I passed.

Note.

  1. The Lines out of London Bridge are much higher.
  2. It’s quite a big space.
  3. It might be possible to connect the Overground to the down slow line, that goes through Placform C at New Cross station.
  4. It would need a tunnel under the lines out of London Bridge to connect to the up slow line, which is goes through Platform A at New Cross station.
  5. I suspect this connection would be difficult and the lines would have to be slewed to the West, so that trains could dive under the down slow line.
  6. Do Network Rail want to cause all the grief at London Bridge, whilst they built the junction.

It could be a challenging and very expensive project.

It might even be impossible!

On the other hand, it might be possible using flat junctions, but this line is busy and building and operating  them could be the stff of  nightmares.

Trains Services At New Cross Station

Wikipedia says these are the service frequencies at New Cross station in trains per hour (tph)

  • 10 northbound to Cannon Street
  • 4 northbound to Dalston Junction or sometimes Highbury & Islington
  • 2 southbound to Hayes
  • 4 southbound to Cannon Street via Sidcup, or via Bexleyheath and then returning via Greenwich
  • 2 southbound to Orpington, calling at all stations
  • 2 southbound to Tunbridge Wells, non-stop to Orpington then all stations

Merging ten trains to and from Cannon Street with four trains to and from Dalston Junction could be extremely difficult.

It should be said that the interchange between Overground services arriving at New Cross and Southbound services on Southeastern is just a walk across between Platform D and C, which is shown in the picture below.

Note the Overground train in Platform D.

It appears that most Overground trains from Dalston Junction, connect to a Lewisham train after between five and ten minutes.

As there is a coffee stall on the station, on a cold day, you can buy a hot drink.

The problem is coming North, as you have to use the step-free foot bridge from Platform A.

Too many times, I’ve negotiated the bridge only to arrive on Platform D, to watch the Overground train disappearing.

Increasing Frequency On The Overground

Currently, the frequency of trains on the East London Line is as follows.

  • 4 tph – Dalston Junction to New Cross
  • 4 tph – Highbury and Islington West Croydon via New Cross Gate
  • 4 tph – Highbury and Islington to Crystal Palace via New Cross Gate
  • 4 tph – Dalston Junction to Clapham Junction

In the next couple of years, Crystal Palace and Clapham Junction services will be raised to six tph. I wrote about this in Increased Frequencies On The East London Line.

This will mean that New Cross Gate will have ten tph on the East London Line, as against four at New Cross.

I don’t know whether it’s possible to increase the Dalston Junction to New Cross service to six tph, but this would reduce the wait, when changing at New Cross to go North.

The Bakerloo Line

The Bakerloo Line is being extended to New Cross Gate and Lewisham, so perhaps in the future, East London Line passengers will go via New Cross Gate.

New Cross Interchange

I have read, that Transport for London would like to make it easier to change between New Cross and New Cross Gate stations.

Conclusion

Extension of the Overground to Lewisham will be extremely difficult and other developments will improve rail transport in South-East
London

 

 

 

April 3, 2018 Posted by | Transport | , , , , , | 2 Comments